Coln moss



(No Model.) 4 Sheets-Sheet l.

J. 11.1ENDLETON, A. BRYSON, Jr. 8u L. MOSS. BRAKE GPERATING MEGHANIS'M POR RMLWAY CABLES.

110.431.478. Patented Ju1y 1. 1890.

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Epi-M hays 'A (No Model.) 4 sheets-Sheet 2.

J. H. PENDLETON, A. BRYSON, JI. 8v L. MOSS. BRAKE OPERATING MEGHANISM FOR RAILWAY CABLES. No. 431,478. Patented July 1, 1890.

4 Sheets-Sheet 3.

'Patented July l, 1890.

(No Model.)

J. E. PENDLETON, A. BRYSON, J1. in L. MOSS.

BRAKE OPERATING MEGHANISM POR RAILWAY CABLES.

(No Model.) 4 sheetssheet A.

J. H. PBNDLETON, A. BRYSON, JI'. 81: L. MOSS. EEAKE OPERATING MEGEANISM EOE RAILWAY CABLES.

Patented July 1, 1890.

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ma wams Finns co., muro-mun., msnmc'mw, n. c.

NTTED STATES PATENT trios@ JOHN H. PENDLETON, OF BROOKLYN, AND ANDREV BRYSON, JR., AND LlN- COLN MOSS, OF NEWT YORK, ASSIGNORS TO THE RAPID TRANSIT CABLE COMPANY, OF NEV YORK, N. Y.

BRAKE-OPERATING IVIECHANISM FOR RAILWAY-CABLES.

Y SPECIFICATION forming part of Letters Patent No. 431,478, dated July 1, 1890,

Application filed August 16, 1889. Serial No. 320,974. (No model.)

To @ZZ whom, t may concern.-

Be it known that we, JOHN H. PENDLETON, of Brooklyn, county of Kings, State of New York, and ANDREW BRYsoN, Jr., and LINCOLN Moss, of New York, county and State of New York, have jointly invented new and useful Improvements in BrakeOperating Mechanism for Railway-Cables, of which the following is a specification.

Our improvements, while of more or less general applicabilityT in steam-engineering, have been especially devised for the driving machinery of railway or tramway cables. For this purpose our installation usually contains two complete compound or expansion steamengines so arranged that the two T engines may be applied to the propulsion of independent cables or other objects, or that said engines may be coupled up so as to operate as one.

Reference is made to our application of even date, Serial No. 320,973, for features shown but not claimed in this.

Referring to the accompanying drawings, which form a part of this specification, Figure 1 shows two triple-expansion engines and accessory mechanism in elevation. Fig. 2 is a section on the line 2 2. Fig. 3 represents, to a larger scale, portions of the brake-operating mechanism. Fig. 4 is a section showing the valve of the compressed-air service-pipe open, so as to operate the brake mechanism by pneumatic pressure, the steam-valves being closed. Fig. 5 is a like section of the same parts in the position they assume when the steam, being in excess, operates the brake mechanism and closes the air-valve.

1 may represent any suitable bed or pier, of concrete or masonry, containing two pits 2 for the lower portions of four friction-drums 3 and two pairs of brake-shoes, to be presently described.

Abeti-plate 4 has firmly bolted to it a frame Il', which supports at the desired distance from one another triple-expansion engines 5 5 of the represented or anyrsuitable type or construction. The two engines operate the two similar triple crank-shafts 6, of which each shaft has two feathered portions, making in all four identically-feathered portions 5o (of which one is shown at 7, Fig. 2) for as many shiftable pinions 8. A tongue or feather 7 on each end portion of the shafts G compels corotation, while permitting longitudinal shift of the pinion 8. J ournaled parallel to and somewhat higher than and midway between the said crank-shafts are two aligned shafts 9 9', of which each has a collar 10, whose diameter is about. one-half that ot' gearwheels ll-two in number. Such gear-wheels 6o 11 contain and guide in radial paths a number of-say eight-equidist-ant jaws or shoes 12, which are pressed against the periphery of the collar 10 by helical springs 13, that abut against followers 14, which can be adj usted for greater or less spring-pressure bymeans of nuts 15. By this means the shaft 9 and wheel 11 revolve as one integral member unless an obstruction (say exceeding four thousand pounds) should intervene such as might strain 7o or snap the cable or damage some portion of the driving mechanism. lu such event the collar 10 lags behind the rotating wheel 11, the jaws 12 slipping upon said collar or should the obstruction be immovable the said collar is simply brought to rest and ceases to partake of the shafts rotation. The said gear-wheels 1l and the said pinions S have such relative location that either pinion or either diagonally-opposite pair of pinions can 8o be brought into mesh with so as to drive one or both of said gear-wheels. The two shafts 9 9 may be for the time being coupled, so as to constitute .virtually a single shaft in the following manner:

15 is an annular iiange on one of the shafts-say shaft 9.

16 17 are jaws which can be made tonip the iianges by means of lever 1S, which is linked at 19 to a clutch-lever 20, that slides a 90 sleeve 2l upon the shaft 9. The sliding of sleeve 21 operates, through link 22, to raise bell-crank 23 and to cause the point of its adj ustable-sorew 24 to impinge against pendant 25 and by moving the jaws 16 17 to nip 95 the flange 15 and cause corotation of both shafts 9 and 9.

40 40 are two brake-shoes or rubbers, whose stems 4l 4l' terminate in pistons 42 42 in cyl? inders 43 43', which communicates by pipes 44 44' with a Y-union 45, that communicates with an emergency-valve 46, held normally to the closed condition shown in Fig. 3, but capable of instant release by means of an electric trip or trigger of any suitable construction. The opening of valve 46 operates to bring both brake-shoes 40 40' simultaneously into service through the action of steam,

'(or compressed air,) which the opening of said valve admits through the service-pipes 47 48 49. By means of a suitable electric circuit accessible from any car or motor along the line the action of the drag on the entire cable or other machinery may be slowed down or arrested at the power-house from any point on the line should the emergency render it necessary. Pipes 50 50' connect the respective pipes 44 44' with governor-valves 5l 5l', in communication with the same service-pipes, and having suitable connections 52 52' with governors 53 53' on the respective steam-engines.

54 is a mantially-operated valve which communicates by pipe 55 with service-pipe 49, and which, when the lever 56 is vertical, is closed, but which on said lever being swung to the right admits steam, (or compressed air,) through pipes 57 53 50 44,behind piston 42 in cylinder 43, so as to bring shoe 40 into service, and which, on being swung to the left, as shown in Fig. 3, lets steam, (or compressed air,) through pipes 57 5S' 50' 44', be-

hind piston 42" in cylinder 43', so as to bring the shoe 40' into service.

Pipes 60 60', Fig. 2, connect the interiors of the cylinders 43 43' witha pair of like cylinders 6l, similarly equipped with pistons and brake-shoes; hence any action of -shoe or shoes on one side is accompanied by a like action of the corresponding shoe or shoes on the other side. V

62 62' are the pipes which lead from the steam-gen erators to theinitial steam-cylinders of the respective steam-engines. 63 63' are hand-operated butterfly-Valves by which the said steam-passages may be closed or maybe opened to a greater orless extent at discretion.

64 is a valve-guarded passage-way between the steam-pipes 62 and 62'.

65 is a pipe by which pipe 49 may be placed in communication with a compressed-air tank or reservoir, (shown at 69.) v

Two passages 67 67 from the respective steamfpipes 62 62' afford communication of said steam -pipes with the brake operating pipe 49. Each of'these passages hasa check- Valve 68, which, whenever the pressure within said steam-pipe exceeds that of the air in pipe 65, opens and admits steam to the pipe 49, and at the same instant shuts off communication with air supply 65 by closing a like checkvalve 66. It', on the contrary, the air-pressure be in excess, the check-valve 66 opens, the

check-valves 68 68' close, and the effective pressure in the service-pipes is due to their charge of compressed air. This provision of an auxiliary pressure derived from a confined body of air insures potential efficiency of the brakes even though the steam should fall below the effective brake-pressure.

70 is an exhaust-pipe.

When the connecting-valve 64 is closed (see Figs. 4 and 5) and the steam pressure is in excess of the pneumatic pressure, the valve of the ,steam-pipe which happens to be under the stronger pressure will open, andits back-press ure will operate to alike close the valve of the air-passage and that of the other steam-pipe. This condition of things is seen in Fig. 5.

Having thus described our invention, the following is what we claim as new therein and desire to secure by Letters Patent:

l. The described combination, with two independent prime movers and the drums 3 on crank-shafts 6, independently rotated there from, of the steam pipes 62 62', the com-- pressed-air tank 69, the cylinders 43 43', the -pistons 42 42', the shoes or rubbers 4() 40', the

check-valves 66 68 68', and the valves 5l 5l', independent-ly operated from the governors of the respective prime movers, substantially as and for the purposes set forth.

2. The combination, with the rubbers 40 40', the air-tank 69, steam-supply'62 62', and the governor-operated valves 5l 5l', that communicate separately with the respective rubbers, of the discretionary-operated valve 46, that communicates with the passages 44 44', for simultaneous operation of both rubbers, in the manner explained.

The combination of the two pairs of friction-drums 3, of which each pairis independently operated from as many prime movers 5 5', the shoes 40 40', pistons 42 42', the two pairs of cylinders 43 43', connected by pipes 60 60', the steam-supply 62 62', the air -tank 69, and the governor-operated valves 5l 51'.

4. The combination of the two pairs of friction drums 3, the separate steam and compressed-air supplies, the automatic checkvalves 66 68, and the optionally operated valve 46, having effective communications 44 44' 43 43' 60 60' with all of the four brakeshoes, substantially set forth.

5. lna brake-operating mechanism for railway-cables, the described combination, with the brake-operating pistons and with one or more valve governed steam passages, of an auxiliary valve-governed passage which communicates with a reservoir of compressed air, in the manner and for the purpose substantially as set forth.

JOHN H. PENDLETON. ANDREW BRYSON, JR. LINCOLN MOSS. Witnesses:

Guo. H. KNIGHT, MAZIE V. BIDGooD.

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